sears



APPLICATION FILED FFB.25.1519.

Patentefijune 24, 1919.

VV. T. SEARSI THROTTLE CONTROLLING APPARATUS.

APPLICATION FILED FEBA 23. Ism.

Patented .i IIIII 2l, 12H2).

2 SHEETS-SHEET wILLAnD T. SEARS, or NEW Yon-K, N. Y;

TROTTLE-CONTROLLING APPARATUS.

Specification of Letters latent.

Patented June e4, 1919.

Application filed February 25, 1919. Serial No. 279,093.

To all 'whom it may concern.'

Be it known that I, IVILLARD- T. SEARS, a citizen of the United States,residing at New York, in the county of New York and State of New York,have invented certain new and useful Improvements in ThrottleControlling Apparatus, of which the following is a specification.

This inventiony relates to throttle controlling apparatus. Throttlecontrolling apparatus involving the invention is susceptible1 of eneraluse, although the same is of particu ar utility when employed inconnection with an automobile. I have several motives in View, one ofthem being the provision of means of the character set forth, which canbe built as a separate unit and applied to an existing automobileWithout appreciable change in the mechanism thereof. The device issimple in construction and effective and -positive in action.

There are several ways in which the invention can be carried intoeli'ect. In the drawings accompanying and forming part of the presentspeciication I have shown two of these, which I will set forth ratherindetail in the following description to enable those skilled inthe art topractise the invention. I am not, however, restricted to this precisedisclosure. I may depart therefrom in several ways Withinfthe scope ofthe invention defined by the claims following said. description. l

Referring to said drawings:

Figure 1 is a sectional side elevation of a throttle controllingmechanism involving the invention and shown embodied in an automobilepartly illustrated.

Fig. 2 is a similar view of another form.

Fig; 3 is a like view of a different form.

Fig. 4 is a top plan view of the same.

I have shown the foot board 2 of an auto mobile. The forward portion 3of this foot board is at an upward inclination. The dash 4 rises fromthe upper end of the inclined portion 3. The brake lever may be of anysuitable character; that shown by 5 answering-my requirements. The brakelever 5 is fastened to a pivot or shaft 6. I am of course now describingthe construction shown in Fig. l. The brake lever in said view is shownas off or out, as it is known by full lines, at which time the brake isolil or inactive; that is, it is not set. By dotted lines I have shownit in an in or on position, the brake at such time being set oroperative. I have not, however, shown any connections with the brakelever 5 by which the brake may be set. They may be of any desirablecharacter. As a mat-ter of fact, I am somewhat briefly describing an oldconstruction in association with which `my improvement may properlyactand the brake lever so far as the action of the brake mechanism isconcerned, may function in the manner shown in my Patent No. 1,236,489'of August 14, 1917, to which reference may be had.

The foot 7 of the chauffeur during driving is supported by the foot rest8, the length lof which is approximately equal to that of the foot. Itshould be noticed that this foot rest 8 is supported independently ofthe brake lever As shown, the foot lever is pivotally supported on itsunder side, intermediate its ends, as at 9 to arm 10, which isillustrated as pivoted, as at 11,- between the ears or lugs 12,extending forwardly from the sides of the block 13, fixed in someconvenient` way to the inclined portion 3 of the foot board. The upperor forward portion of the foot rest 8 is connected operatively with thethrottle of the engine, while the engine and its throttle however arenot shown. I have shown a rod or wire, as 14, which is connected to thethrottle and which is also jointed to the upper forward portion of thefoot rest 8.- T he said foot rest 8 is held in its normal position, as Iwill hereinafter explain, and as shown by full lines in Fig. 1. Shouldthe said foot rest be tipped backwardly, as shown by dotted lines, 15,the throttle will be opened to accelerate the engine, whereas, tippingthe foot lever forwardly, as shown by dotted lines, 16, will bring aboutthe closing movements of the throttle, and as a result stop the engine.I provide in the latter case for the setting or practically simultaneoussetting of f the brake.

The block 13 to which I have referred, slidingly receives the plungerv17,v socketed toreceive the push spring 18, bearing at its rear againstthe back of the block 13, the forward end of the spring bearing againstthe bottom of the socket in which it is seated. The front end of the.spring con trolled plunger 17 acts against the lever 10 adjacent itsaxis of motion. It will be seen that the foot rest 10 is practicallyback of and disconnected and free from the brake lever The full lines inFig. l show t-hc parts as occupying their normal positions, the brakemechanisn'i being unset, at which time the foot rest 8 is free of theupper end of the brake lever. By tipping the foot rest 8l backwardly thethrottle will be opened through theI retraction or drawing back of theconnection` rod or wire 14 to accelerate the n`iotor.,the dottedposition 15 showing the position occupied by the foot rest during whatmight be considered maximum acceleration. It will be assumed that itisdesired to set the brake mechanisn'i. In this case the following act-ionwill occur. The foot rest 8 will ybe tipped forward to the dotted lineposition 1G in a direction thus'advancing the connection. rod or wire14, to per mit shutting of the throttle and at the saine time it will bebodily advanced forward practically to the dotted line position 1G.During this compound movement. as it were, of the foot rest, its underforward side will engage against the upper end of the brake lever 5 ahdthusl throw the brake lever forward to the dotted line position to setthe brake mechanism, this action occurring practically at the time thatthe throttle is closed. lV hen the chauffeur freesI the foot rest 8, thecompressed spring 1S, by reaction, will through the plunger 17, actingagainst the lever 107 return said lever to its initial position. asshown by full lines.

ln Fig. 2 the foot rest 20 is not exactly like the -one designated by 8.1t is practically one-half as long and is intended thus to support therear port-ion of the foot 21 of the chauffeur. This foot rest 20 ispivotally supported by the lever 21 acted on by the spring plunger 22governed `by the spring 23 and both in a socket in the block 24. Thelever 21 is mounted, controlled and operates exactly like the lever 10.The foot rest 20 is pi votally supported as at 25, by the upper portionof the lever 21. In the construction of Fig. 2, however, the footrestdoes not act directly against the brake` lever Q6, but the forwardportion of the foot does, to set the brake mechanism by and on theforward movement of the brake lever. The throttle also is not connectedwith the foot rest 20, although the foot does furnish the means by whichthe throttle is controlled. Extending rearward from the throttle is therod 0 1' wire 27, jointed at its rear end to the bar 28, slidinglyextending through an opening in the dash and having at its rear end thedownward extension 30, positioned to cooperate with the foot 21. Duringdriving the tip of the foot is against the front side of this pendantprojection 30, so that by tipping the foot backward, the bar 28 andhence the wire 27, can be longitudinally moved rearward to open thethrottle, closing thereof being accomplished #by a spring. The dottedlinesl in Fig. 2 show the har 28 as moved backward by thc foot. 21 toopen the throttle, this being assumed to be they maximum movement. Bytippincr the foot 21 forward, during which the foot rest 2U of course islikewise tipped, the foot 21 can reach the upper' end of the brake lever:2li to set the brake mechanism and concurrently will free or move awayfrom the project-ion 30, so that the throttle may be closed by springmeans or otherwise when the brake mechanism is set. l `reeing of thebrake, will of course result in the movement of the parts to their fullline positions.

In Figs. 3 and 4 I show a brake level' 40 which is exactly like thebrake levers 5 and 26. To the rear and at one side of this brake lever40 is located a level' 41 mounted exactly like the levers 10 and Q1. Theupper portion of lever 41 carries at its upper forked end the foot. rest42 pivoted on its under side between its ends to the branches of theforked upper portion of the lever 41. The supporting lever 41 has alateral projection or extension 43 of practically segmental form.' Thissegmental projection 43 is adapted to engage against the upper end ofthe brake lever 40 to set the brake when the foot rest 49. is advancedin the manner dcseribed in connection with the footrest 8. To this footrest 42 the throttle of the engine is connected by the rod 44, theresult. heilig that when the brake 40 is operated to set the brakemechanism, the throttle valve through its connection with the foot rest4'2 will be closed at the same time.

It will be seen that. the organization can be mounted without a changeof the brake lever or its mechanism. the construction being such thatthe. controlling parts, as it were, can be mounted and used as a unit.The spring means to which l have referred is of such character that itoffers a firm rest for the foot of the operator when he is controllingthe throttle movement by means of his foot. This spring support shouldpreferably offer a decreasing resistance to the foot movement. as thefoot is advanced. This decreasing, or non-increasing resistance., whilepreferable, is not absolutely essential; the main feature being that.the spring should act against a Stop, or against such a formed part ofthe lever which supports the foot, that. it. holds the. lever in apredetermined firm position, from which it requires an appreciableeffort on the part of the operator to move it out..

I deem it proper to make clear the fact that by the mechanism shown thethrottle may not be fully closed. It is of course controlled by means onthe steering post of the automobile or in some other way as is oommon atthe present time. However, by the vmechanism shown, I can cause theclosing movement of the throttle valve, although it lll may not be fullyshut, by one action, and the opening of the throttle valve by anopposite action.

The showing in this application, generally sneaking, is such as has beenadopted in several eases oir' applicant. rlhe throttle valve is notnecessarily fully closed by tho forward movement of the rocl 1t, but itis eaueed to move toward its closed position by the action of springrmeans or in somo equivalent Way, when the rod ll ie moved toward theleft in Fig. l. 'lhie` point has, itis thought, been brought out moretally in the case. lllhen Certain claims suoli ae (l and Speak of theclosing ol the throttle Valve, this it is submitted, (loes notnecessarily imply that the valve in question is 'lfully shut.

lllliat l claim is:

l. l throttle-eontrolling apparatusfor automobiles comprising a brakelever, a oonneetion to the throttle-valve, a loot-reet Sun portedindependently olE the brake lover, andi means v'vvlierelgiy eaillconnection will be acl-- iancetl when the loot on. the toot-rest Yacteon the lever. to operate the b 'ako lever lor Setting the brakemechanism.

2, l throttlecontrolling apparatus lor automobiles comprising abralrefleyer, a eonnection to the tl'irottlevalve, a toot-restenpporterl intlepemlently of the brake lever, means whereby saidconnection will be ach vanoed when the* foot on the lootreet acte1 onthe lever to operatetlie bralcelever for Setting the brake mechanism.,andmeans for yieldingly holding the foot rest in its normal position.

il tl1rottleeontroll ing apparatus for automobiles comprising abrake-lever, a oonneetion to the throttle valve, a lootrest, a

spring actuated lever supporting the foot rest, means `.whereby saidconnection will be advanced when the loot on the foot lever acts on thelever to one ate the b'alie lever for setting the ybrake moehai'iiein.

1. l throttle Control]inn apparatus 'for antomobiles-; comprisinn` abrake lever, a loot reet Summriell independently oll the brake lever, af 'onnoetion from the foot reet adapted for operative association withthe tlnot? ilo Valve, the foot rest being adapted to rilireetly engagethe brake lever lio set the same when it ie opi-mated to advance saidvennootion. V

5. l throttle r'onrollingj zq'lparatns 'for automobiles comijirieingr abrake lever, a oonneetion adapted Jfor operative aesoeiation with thethrottle valve, and a. loot real snp-- ported inflependently ol thebrake lever, for Supporting the rear portion ol the loot, the footbeine; adapted` to advance sai/l eonneetion anti at the same time. toengage .aairl brake lever to eelthe brake nieel'ianimn.

tl. il. throttle controlling aagipamtne 'liar automobiles comprising abrake lever. a loot rest supported iarlepemlently of anfl at one eide Oithe brake lever, a. connection adapted for operative .association withthe throttle valve, the foot rest being; operable by the -loot toadvance said connection, the loot reet hat'- ing a lateral projeetion toengage the brake lever Vto set the brake mechanism concurrently with theadvance of the connection.

lin testimony whereof l alli); my signature in the presence of twowitness-zee.

I WILLARDT. SEARS. llfitnesses i (l. tl. Aonnnr, Il.) Bnn'rnann.

